Sailboat



Jan. 25, 1938. g, E 2,106,209

' SAILBOA'I' I I Filed Sept '7, 1935 2 Sheets-Sheet l jf/Z ATTORNEYS Jan. 25, 1938. N, ED E 2,10 ,209 4 SAILBOAT I 2 Sheets-Sheet 2 Filed Sept. 7, 1-935 F1 11 i 1 La 7' Figz 1 a FigzZ INVENTOR.

Gharlea finclaf 'e ATTORNEYS Patented Jan. 25, 1938 UNITED STATES PATENT GFFIQE 4 Claims. (Cl. 114-39) has an axial bearing in or near its center of responds to Fig. 2. length about the mast of the yacht, whereby said Fig. 4 illustrates another position of the boom, boom may be swunginahorizontal plane through corresponding to a different angle between the an angle of approximately 180, having the mast direction of the wind and the direction of move-- as the axis of turning. ment of the boat.

The improved method and rigging can be used Fig. 5 is a sectional view on the line 55 of 15 on a yacht or other sailing vessel having one or Fig. 1. more headsails or on the ioremast of a schooner, Fig. 6 is a sectional view on the line 6-6 of or on the mainmast of a stay-sail schooner. Fig. 5.

The improved method may be used on a yacht Fig. '7 is a view similar to Fig. 5, showing a whose sail plan extends beyond the stem or stern modification thereof. of the hull, by fitting a bowsprit and boomkin, Fig. 8 is an elevation, partially in section, of in order to carry the fore and after stays clear of Fig. 7. the continuous axial boom. Fig. 9 is an end view of Fig. 8.

Another object of my invention is to provide The invention relates particularly to a yacht an improved method whereby the sails can be of the sloop type, but it is not restricted to any 25' set correctly for anyangle of the wind relative Particular yp f Sailing vessel. to the axis of the hull, and said sails will then be In a fore and aft rigged yacht, the driving set correctly for all angles of the wind relative force which acts along the axis of the boat, due to the axis of the hull. to the pressure on the sails, is approximately one Another object of my invention is to provide third due to the push of the wind on the wind- 30 an improved method for maintaining the sails, ward side of the sails, and two-thirds due to the and more particularly, triangular sails, in proper suction of the wind on the leeward side of the curvature, so as to maintain the proper aer-foil sails. shape, The suction of the wind on the leeward side Another object of my invention is to maintain of the sails depends almost wholly upon the the sails at the angle of highest efficiency relaproper curvature of the sails, and the lack of tive to the angle of the wind, irrespective of the wind eddies which is secured by the proper formaangle of the wind to the direction of the axis of tion and arching or curvature of the sails. The the hull. shape of sail which produces the maximum effi- Another object of my invention is to provide a ciency may be designated asthe aer-l'oil shape. 40 method whereby the arch of the sails is constant This aer-foil shape permits the wind to exert its at all angles of the wind relative to the axis of suction eife'ct, while the wind has a smooth flow the hull. around the sail, without the formation of any air Another object of my invention is to provide eddies. l

a constant slot between the mainsail and the In sailing a vessel, it is therefore more im- 45 sail immediately fore of the main sail, such as portant to consider the surface of the sails on the the jib, so that the flow of air is continuous and leeward side, than the surface of the sails on the unbroken. windward side.

Other objects of my invention will be set forth Experience has shown that the suction on the in the following description and drawings which sails, when the planes of said arched sails have 50 illustrate a preferred embodiment thereof, it an angle of incidence of 18 to the wind, is nearly being understood that the above statement of the twice the suction than when said angle of inclobjects of my invention is intended to generally dence is 30. It is therefore of the highest imexplain the same without limiting it in any portance to devise means for keeping the efiective manner, :1 planes of the sails at this angle of incidence to 55 My invention relates toa new and improved sailboat.

One of the objects of my invention is to provide a new apparatus for, and a new method of setting and trimming the sails of a fore and aft rigged yacht, or other sailing vessel, by means of a continuous boom, which may be designated as a continuous axial boom. This boom runs forward and aft of the mast of the yacht, and said boom Fig. 1 is a diagrammatic side elevation showing the improved rigging. In. this position the boom is set to the proper position when the vessel is close-hauled on the wind.

Fig. 2 is an end elevation of Fig. 1, taken at the stern of the yacht. In this position the boom is shown in the proper position when the vessel is running ofi the wind.

Fig. 3 is a diagrammatic plan View which corthe wind of substantially 18, irrespective of the direction of movement of the boat.

The preferred method of securing this desirable result is diagrammatically illustrated in Fig. 1. This shows a mast i which may be of any conventional type. An axial boom 2 is turnably mounted relative to the mast I, which is fixed to the hull in any suitable manner.

In order to provide a suitable bearing for the axial boom 2, said boom may be. made in two sections, fore and aft of the mast, as illustrated in detail in Figs. 5 and 6.

The sections of the boom 2, are held in sleeves 3 of a bearing member. Bolts l may pass through the sections of the boom 2 and through the sleeves 3. In order to eliminate the necessity of piercing the sections of the boom 2, to the sleeves of the bearing member, said sleeves may be partially split sleeves, which can be tightened by means of external tightening bands of the well known type, so as to secure a powerful frictional grip between the bearing member and the sections of the boom. Any suitable method may be employed for tightly connecting the sections of the boom to the sleeves of the bearing member.

The sleeve 5 is of general annular shape and it is preferably integral with the sleeves 3. The sleeve 5 may be made of any suitable metal.

As shown in Figs. 5 and 6, the sleeve 5 has holes through which pass pivot pins 6a which are integral with a ring 6. The ring 6 is held between collars 8 and 9a, which are provided with annular shoulder flanges, and which may be connected to the mast by bolts 9. If desired the collars 8 and 9a could be of split-sleeve formation, which could be clamped to the mast l by means of bolts or the like passing through ears of said split sleeves, so as to eliminate the necessity of piercing the mast.

While I have diagrammatically shown a bearing for the axial boom, any suitable means can be used for turnably mounting the boom relative to the mast. The boom is preferably maintained in a plane which is fixed relative to the mast, while the boom turns, but this plane may be varied and I do not wish to be limited to this and to other details of the invention.

The malnsail l 0 is mounted on the mast in the usual manner and this mainsail is connected to the boom 2, by the foot out haul l i. This mainsheet II is connected so that its line of direction passes through a point of the triangular mainsail and also through the point 42, which is the center of pressure of the foot out haul I i. This is indicated diagrammatically by the broken line I la.

The foresail I4 is also connected to the boom by means of the foresheet l5. Said foresheet i5 is also preferably connected to a corner of the triangular foresail and it is aligned with the center of pressure of the foresail so that the line of direction of said foresheet l5 passes through the center of pressure of the foresail M.

The jib I8 is connected to the boom by means of the jib sheet H, in the manner previously described, so that the jibsheet ll is connected to a corner of the triangular jib i6, and the line of direction of jibsheet ll passes through the centre of pressure of jib I 6.

The. main sheet I8 is utilized for adjusting the angle of the boom, relative to the longitudinal axis of the hull. This main sheet i8 may be provided with pulleys and the like so as to increase the leverage of the pull which is exerted upon said master sheet. However, it is one of the great advantages of my invention that the boom can be be mounted so that the force exerted on the boom is equal or substantially equal, fore and aft of the mast. However, and for purposes of safety, the pull on the boom is greater aft of the mast than fore of the mast, so that a pull is always exerted upon the mainsheet. The pull on the boom, aft of the mast, may be sixty per cent of the total pressure.

The jibstay I9 is connected to the forward end of the boom and it is also connected to the masthead. The forestay 20 is connected to the boom approximately midway from the mast to the forward end of the boom.

The forestay 2&3 is connected to the mast in the usual manner. This stay may be omitted so that an alternative Genoa jib may be used.

The mainstay 2! is connected to the after end of the boom, and to the masthead. The headstay 22 is connected to the stem head of the boom, and to the masthead. If the forward end of the boom extends forward of the stem of the hull, this stay 22 is connected to a bowsprit of suflicient length to carry this stay clear of the boom. The mainstay 2i and the jib-stay it are under tension so that the boom is maintained in any desired plane while the boom turns around the mast.

The jib I6 is bent and hoisted on the jibstay IS in the usual manner, but it is not connected to the hull.

The jib sheet ll is adjusted so as to give the jib E6 the proper arch and. draft, so as to approximate the aer-foil shape, and the jib l6 remains constantly in this position and configuration through all maneuvers of the yacht, requiring no :2

attention.

The foresail M is bent and hoisted on the forestay 28 in the usual manner, but said foresail is not connected to the hull. If the forestay 20 is omitted, the foresail I4 is set flying.

The foresheet I5 can be adjusted so as to give the foresail M the proper configuration and draft, and the foresail l4 retains this configuration in all maneuvers of the yacht, requiring no attention.

The. mainsail ID is of the usual loose-footed type, and it is bent and hoisted on the mast in the usual way.

Fig. 1 shows the approximate position of the boom when the yacht is close-hauled on the wind, that is, when the wind is approximately in line with the longitudinal axis of the hull.

As previously stated, the preferred angle of incidence between the wind and the sails is then approximately 18.

Fig. 2 shows the same yacht, running off the wind, with the boom making an angle of approximately with the longitudinal central axis of the hull, as the rigging is then substantially a square rigging, when the ship is sailing in the same direction as the wind. All the sails can thus be trimmed simultaneously to any point of sailing between the points of sailing illustrated in Fig. 1 and in Fig. 2, by means of the mastersheet l8.

In Figs. 3 and 4, the direction of wind is illustrated by the arrow W. Fig. 4 shows an angle of 18 between the direction of the wind and the effective planes of the sails, indicated by straight lines P, in Fig. 4. Figs. 3 and 4 also show how slots of proper dimensions are constantly maintained between the respective sails so that the air current which impinges upon each sail can adjusted with little or no force because it may flow around the same, without interfering with 1 the suction effect which is produced on the other sails.

Figs. 7-9 show a metal collar 32connected to the mast by bolts or clamps and having a shoulder flange'32a'. A collar 33 having a shoulder flange 33a is connected to the mast by bolts or clamps. A split sleeve, comprising members 39 and 3| is mounted on anti-friction bearings, between shoulders 32aand 33a. The sleeve members 30' and 31 have lugs through which bolts 34 pass, and when these bolts are tightened, the boom sections are clamped between extensions of sleeve members 3|] and 3|.

The improved method provides the following advantages 1. The sheets of the respective sails can be adjusted when the boom is in the convenient position, substantially parallel to the axis of the hull.

Since the boom cannot rise relative to the mast, the proper arch or configuration of each sail can be maintained at all times.

In an ordinary sloop, when the arch of the sail is reduced, by tightening the sheet, the boom rises and no tightening is possible except when sailing very close to the wind and when the boom is directly overthe boat and the point of attachment of the sheet. Hence the improved rigging affords maximum efficiency at all times, whereas the ordinary sloop is eflicient only when sailing very close to the wind.

2. The use of the wish-bone strut is eliminated, as the triangular sail can be maintained in proper curvature by sheeting the sail to the revolving boom, by a point on the boom which is in direct line with the point of the triangular sail, and also with the center of pressure of the sail.

3. The flow of air between the jib and the mainsail is a continuous flow line, and the wind from the jib is not projected upon the leeward side of the mainsail. The same advantage is secured between any two adjacent sails, thus securing continuous and unbroken air flow.

4. The lower end of the forward jibstay can be moved laterally towards the direction of the wind so that the general plane of the jib can have a very much sharper angle of incidence than the mainsail.

The vertical sail plan of the whole rig then forms a virtual arch, the plane of the jib having a sharper angle of incidence to the mainsail. This also permits a truer slot action, forward of the mainsail, on the leeward side.

5. The yacht may be maneuvered on all points of sailing by one man as all sails are trimmed simultaneously by one sheet.

6. The balance of the fore and after sails allows the yacht to be jibbed under any wind conditions without shock and reduces the strain on the master sheet so that heavy ropes and purchase tackles can be eliminated.

'7. When running free, the headsails take the place of the spinnaker, thus eliminating the loss of time and the arduous labor of setting the spinnaker. Likewise, when running free, all sails are jibbed simultaneously in a few seconds, eliminating loss of way, loss of time, and the labor of resetting the spinnaker.

8. In a squall the release of the master sheet permits the boom to turn in a direction parallel to the direction of the wind, thus reducing danger of capsizing.

9. The yacht cannot be caught in irons.

10. The yacht may be brought to a standstill in practically any position by turning the boom so that the pressure of'the wind is opposed to the direction of movement of the boat, so that it is not necessary to round up to the mooring.

I have shown a preferred embodiment of myv invention, but it is clear that numerous changes and omissions can be made without departing from its spirit.

For example, the boom may be mounted turnably on the mast in a very simple manner, by perforating the boom, so that it can be slipped over the mast, which can be supplied with any suitable bearing collar or collars.

Likewise, the boom may be reinforced, if it is made of wood, preferably by connecting tension wires to the boom from one end to the other. These tension wires may be located at the underside of the boom. The boom can be reinforced in any other suitable manner.

As shown in the drawings, the adjacent edges of adjacent sails are permanently spaced in all positions of the boom, with reference to a line which is parallel to the axis of the boom, so as to maintain permanent slots between the sails, and to prevent the wind of a sail from being projected upon the leeward side of the sail which is directly behind the rear edge of said sail.

Since the tops of the sails are directly connected to the mast, the sails can be adjusted by turning the boom alone, said boom is readily accessible and it can be turned by hand.

I claim:

1. A sailing vessel having a mast and also having a boom which is turnable relative to said mast, sails turnably and directly connected to said mast and also connected to the boom fore and aft of the mast, said sails being turnable in unison with the boom around the axis of the mast, said sails being sheeted to the boom, and a main sheet connecting the boom to the hull of the vessel, said sails having arched configurations, said sails having their adjacent edges permanently spaced from each other along a line which is parallel to the longitudinal axis of the boom, in all positions of said boom.

2. A sailing vessel having a mast and also having a boom which is turnable relative to said mast, sails turnably and directly connected to said mast and also connected to the boom fore and aft of the mast, said sails being turnable in unison with the boom around the axis of the mast, said sails being sheeted to the boom, and a main sheet connecting the boom to the hull of the vessel, said sails having arched configurations, said sails having their adjacent edges permanently spaced from each other along a line which is parallel to the longitudinal axis of the boom, in all positions of said boom, the areas of said sails on the boom aft of the mast, being a sufficient proportion of the total sail area so that the pull of the sails aft of the mast is about sixty per cent of the pull of all of said sails.

3. A sailing vessel having a mast and a boom which is turnable around the axis of said mast, sails turnably and directly connected to said mast and also connected to the boom fore and aft of the mast, said sails being turnable in unison with the boom around the axis of said mast, said sails being sheeted to the boom, a main sheet connecting the boom to the hull of the vessel, said sails being triangular and having arched configurations, said sails having their adjacent edges permanently spaced along a line which is parallel to the axis of the boom, in all positions of the boom, the sheets which connect the sails to the boom being connected to the corners of said triangular 7 sails and being substantially aligned with the centres of pressures of said sails.

4. A sailing vessel having a mast and also having a boom which is turnable around the axis of said mast, sails turnably and directly connected to said mast and also connected to the boom fore and aft of the mast, said sails being turnable in unison with the boom around the axis of the mast, said sails being sheeted to the boom, and

10 a main sheet connecting the boom to the hull of 

